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Car data



Mercedes 170 V - technology






The engine is pre-war and carries the description 'SV'. This had a decisive influence on it's appearance. No slender cylinder-block, but below, on the side, the camshaft. Above that were the (standng) valves with the valve-heads on top, between them were the exhaust- and the inlet ports, the latter were even brought together in pairs.

Basically, the cylinder head seals up the combustion chambers at the top. However, because that's where it is hottest, it also has a cleft space for the coolant, which from the back to the front, increases the higher it gets. In the past, that was a sure sign of a heat circulation cooling, the 170V however, has a fan, a thermostat and a water pump.

Because the standing side-valves are joined to the combustion area, the result is a very unfavourable combustion area, which is stretched out to the side. Accordingly, the cylinder gasket doesn't have the perfectly round, sometimes metal-framed cut-outs but incorporates the area for the two valves as well. Actually, as far as the engine control is concerned, it could have been built somewhat lower in height.

Indeed, this is not the case. In the cylinder head, favourable for the stress factor, are long connecting rods and relatively long pistons. They have, probably for thermal reasons, the shaft separated from the floor and the piston ring surface. Somewhat different from todays, it also has three compression rings and an oil ring. The con-rod is joined to a three-bearing crankshaft.

The power-or torque delivery side is called the flywheel side, but unusual for us today, the opposite side was called the 'crankside'. Apart from that, counter-balancing did exist, indeed they were somewhat rudimentary. The central main bearing is the fitting bearing, thus it takes care of the axial guidance of the crankshaft. On the crankside, there were also the drive gear for the camshaft and the belt pulley-wheel for the fan/waterpump and the generator.

The camshaft itself is not particularly exciting. Apart from the large drive gear from the direct drive through the crankshaft, it also has a smaller gear for the distributor/oil pump. Otherwise, it has three bearungs. An SV-engine is actually very compact.

The same goes for the carburettor, although the intake is through a long, conspicious pipe, to dampen the intake sound, the mixture is delivered upwards. Thus, it is described as an 'updraft-carburettor', typical for SV-engines. At the top there is the long pipe of the service-intensive wet air-filter. Although the float-chamber is nothing special, the number of adjustment possibilities are.

Due to the fact that every spring and every autumn the oil was changed anyhow, one took the opportunity to alter the starter-jets at the the same time. For the running-in period there was a throttle screw in the inflow to the float chamber. This procedure was called 'plumbing'. Only the workshop could reverse the action. They could officially end the running-in phase within the inspections, which we don't have any more today.

There were even carburettors with a fuel saving mode. It's not clear, whether one could order this when buying a new car. There was also a type of bi-metal spring, for the controlling of the intake air pre-heating. Nevertheless, we're speaking here of a single carburettor, which filled every possible corner of the combustion chamber with the mixture. Thus, there were plenty of opportunities for improving the performance.

The DC-generator, named after it's main task, was called the 'dynamo'. It apparently produced such a low performance, that it could be pretty much sealed. It was a 6-V system and it's regulator was built-in. The starter did not have a solenoid, which was probably not missed much by the drivers. The starter-pinion was brought into position by a Bowden-cable, then the current was switched on.

Only when fitting a radio, the ignition offered only a few special measures. Apart from that, not even an ignition adjustment for higher revs was present. At least at the other end of the drive shaft, the suction inlet of the oil pump dipped deep into the sump of the voluminous oil bath. The suction path to the gear pump was kept short.

With that, we've finished with the engine. The clutch, with the, at that time usual, coil springs, showed no special features. Neither did the gearbox, in which, normal in upper range cars, all four forward gears were synchronized. Only the position of the gear-lever, far in front of the driver's seat, made a long, curved shaft necessary.

The pedals have bearings at the bottom, there where dampness and dirt could gather. At least the accelerator pedal could be operated through an accelerator adjustment, almost like a type of early cruise control. An interesting feature was, that a towing hitch could also be ordered. At this point, we can turn to the chassis and suspension.

The front suspension with it's two transverse, one over the other mounted leaf-springs, doesn't concern us much. The rear axle however, does. Did you know, that the dual-joint swinging axle was a special feature of the VW-Beetle?, and that exactly at this time, under pressure from the Nazi-government, Mercedes was given the task of producing 30 of these cars.

You can read more about the Mercedes-rear engine here und here.

In trials, an air-cooled boxer engine was even run, but already 1931.

Certainly, a torsion bar suspension does not appear in any Mercedes, but have a look at the rear-engined models of that time. All the same, at the rear, coil springs were used and to round off the history, they pretty soon changed over to the single joint-swinging axle, later on, even with a particularly low joining point.

Now, there's not much left. Kingpins would, for a long time, still be the standard technology, the same as tie-rods of differing lengths. All that's actually still worth mentioning, are the two universal joints in the drive shaft. The connecting part is not really a universal joint at all but a ring with four openings, into which the reduced joint-forks, each with two connecting bearings are mounted in the inside.

The rest can be dealt with quite quickly. Simplex drum-brakes front and rear and single circuit hydraulics with the usual Bowden cables to the rear for the hand-brake. The somewhat course Ross-steering was not particularly subtle. Worth mentioning, is the steering lock, which at that time, was only found in the more expensive cars. Indicator arms were still the standard and knowledge about the electrical system was not necessary to be able to keep this car running.

The next model, in the period after the war, pointed to the turning away from the chassis and the coachwork being separate. The wide mudguards then disappeared and the so-called pontoon body enabled a larger and more airy interior. 08/13


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